Improvement in road-wagons



v ZSheets--Sheeln; 2. vo. W. SALADEE.

"Road-Wagon. V

No. 197,570.il Pten'ted Nov. 27', 1877,.A

N- PETERS. PHOTO-LITHOGAPHER;WASHINGTON-B C.

Ifornu's wQfsALADEE, or wAsHiNGro'N, nrsrmcrfor COLUMBIA. f t y l -speiffiwiionrornnag im# of Letters ,Patent Noffrcmc'o,

I. ,September 1.87.7. *A Y:

.'Zn'o all 'whom it may concern:

Be a known-aat ifoyacsfw, simona,

ofWashington city, in the District of -Columi bia, have invented certain Improvements in Road-Viragons,A of which the -following is a speciiication, embodying lmy said invention. To enable others skilled in the artto make anduse my.v invention, I herewith submit Ithe following general description. l

f' My invention COn'sists in the construction of a new and improved road-wagon, in which the main feature'is the employment of a springperch' composed o f two or more half-elliptic springs, one' over the other, and Iextended to connect the front and rear axles, as 'fully described hereinafter. ,f A v I' yThe construction, arrangement,and operai tion Qf the Spring-perch are such as to admit 0f itscombination'. with any of the lwell-known supporting-'springs of vehicles," as now generallyl used, lsuch as elliptic, halffelliptic, .end `or side springs, as, also, to side-bar wagons" having the ,usual semi-ellipticend springs...

In 'the'drawings,I Figure 1 is aside elevatign of a complete IvehiCIe, except wheels andto on the plan of my'inyention, Fig. 2 is a ha f plan view of the same.l Fig. 3 is a 'IQIlt elevation of the gearing; Fig.r 4, Ya half-rear plan elevation of the same. v Fig'. 5 is a detached plan view of the fifth-wheel and upper shackleplate for front end of upper perch-spring. Fig. 6 is a side elevation of same. Fig. 7 is an enlarged detached view ofthe end of the spring B, with iianged sleeve in position 5 Fig. 8, the sleeves detached from the spring-head; and Fig. 9 is a side elevation of the sleeve from an inside view. Fig. 10 is a perspective view of a complete gearing, showing the spring-perch B B combined with two ordinary side springs, (l4 C4. Fig. l1 isa side elevation of a side-bar gearing; and Fig. l2, a half-plan view of same, showing the spring-perch combined with the ordinary end springs C and side bars P of this class of wagon.

In Fig. l, the body A is supported upon three elliptic springs, C, two placed at right angles to the rear axle, and one on a line over the front axle 5 but, when desirable, a single spring may be usedoverthe rear axle the same as over the front one. (See dotted lines 0.) The elliptic springs are secured to the headdated ivovamber'I 27,1877; applica-tion nica A blocker bolster J, and to the rear ,axlelFQ in the usual manner, as seen in Figs. 3 and 4 by clips and bolts, and. two, three,or four springs maybe used, two in front, the ,same as in the rear. I The bolster J rests upon a circle or fifthwhe'el, G, as in Fig. 3, and is held inits position thereon by the bolts passing through the ends lof the bolster, and by the brace H, the latter being united to the shackle-plate L2.y

.Aroke M7 (Series. 1 wie amarga@ lower springshackle, is suspended from both s ides of the bolster J. i

On top of the rear axle is secured they cen-- tral shackle L1, and below the axle .the shackle Mh. Springs B B have their ends hinged into said springshackles above and below the front and rear axles, as seen in Figs. l and 1Q, and their center portions are connected y together, one over the other, by the brace E. vThe body- `A is connected to the lsupportingj-springs by bars and loops, links,'or otherwise, in any usual 'wayg p The center portion of the spring-perch is secured to the bottom of the bodybyfuthe braoesl2 and El, which latter has its center secured 1,30, the, lower spring of theperch, its ends extending upward Ato the bottom of the bodynear Ythe opposite sides, and bolted thereto.

It will now be seen that, as the vbCIy perch B B, and springs C, are all combined in supporting the body, as described, the springs C, body A, and the center portion of the perch B B, must move up and down together, or in unison each with the other; and as the two perch-springs have their cross-center portion wheels from going out of track. Stays D are extended from the center of the perch B to the opposite ends of the rear axle to maintain the latter -in its right-angle position to the perch.

In Fig. 10 is shown the spring-perch B B, arranged and combined to operate in connection with the main supporting side springs G4,

and such arrangement is clearly and exactly illustrated by this figure.

In Figs. 11 and 12 is seen the spring-perch arranged and combined to operate in connection with a side-bar gearing which is of the usual construction, having two side bars, P, and end springs C. In this modification the sprin gperch has its central portion connected to the side bars P by the cross-brace E, and the bined therewith, the same as in the side-bar' modification shown and described. A soft metallic sleeve, B1, having anges B3 and a round hole for the bolt through their center, is passed into the spring-head B, (see Figs. 7, 8, and 9,) from opposite sides, which is designed to prevent the wear of the bolt in the eye of the spring-head and to stop the squeaking noise common in this connection.

The rear axle F1 has the central portion of its body separated. The one half, F2, (see Fig. 4,) is bent down to receive the rear end of the lower spring of the perch B, and the other part, F3, is arched up to receive the rear end of the upper spring of the perch B, and also to support the single elliptic spring C. (Seen in dotted lines in this ligure.)

The longitudinal brace E2 (seen in Figs. l and 3) is secured to the top central portion of the perch B, and the ends extended to attach to the bottom of the body, as seen in Fig. l. Y The body by this brace being rigidly secured to the top center portion of the perch,

no longitudinal strain can be imposed upon the end elliptic springs C, as would be the case if the perch were not thus connected to the body.

I do not here claim the` double-arched axle shown in-Figs. 4 and 10, as it may form-the subject of a separate'applieation; but

I elaimv y 1. A road-wagon constructed with a springperch composed of two or more half-elliptic springs, one over the other, extended to conneet the front and rear axles, substantially as and for the purpose set forth.

42. In a road-wagon, the spring-perch composed of two or more half-elliptic springs extended to connect the frontV and 'rear axles, and having its cross-central portion rigidly fixed in relation to the body and main supporting-springs of the vehicle, substantially as described.

3. The combination of the perch-springs l B, centralbrace E, and the axle-stays D, con'- structed to operate substantially as and for the purpose yset forth.

4. The combination of the perch-springs B B, cross brace or braces E1, and the body A,

.constructed and arranged to operate substantially as and for the purpose set forth. Y

5. The combination of the longitudinal brace E2, spring-perch B B, and body A, substantially as and for the purpose set forth.

6. The combination of theV head-block or spring-bolster J, fifth-Wheel G, brace H, and

spring shackleand plate L, constructed and arranged to operate substantially as and for the purpose set forth. v

7. The combination of the spring'perch B B, main supporting-springs, cross-brace El, spring-bolster J, and the front and rear axles of the vehicles, constructed and arranged to operate Asubstantially as and for the purpose set forth.

In testimony that I claim the above as my invention in road-wagons I hereunto set my hand .on this'the 18th day of July, 1877.

` OYRUS W. SALADEE. Witnesses:

GEO. A. REYNOLDS, HENRY PmRPoNT. 

